Exhaust-control reservoir and brake valve



Aug. 26.. 1924. 1,505,974

A. G. sHAvER EXHAUST CONTROL RESERVOIR AND BRAKE VALV Filed Nov. 7, 1922 Patented` A'ug. 26, 1924.

UNITED STATES PATENT oFFicE.

ARCHIBALD G. BEAVER, F CHICAGO, ILLINOIS, ASSIGNOR T0 THE REGAN SAFETY DEVICESCOMPANY, INC., 0F NEW YORK, N. Y., A. CORPORATION 0F NEW YORK.

EXEIACYSI-CON'I'RL BTESERVOIR AND VALVE.

` appiicauon inea xvember 1, 1922. serial no. sss,s12.

To all 'wlwmt may concern.'

Be it known that I, ARCHIBALD G. SHAvER, a citizen of the United States, and resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements lin Exhaust-Control .Reservoirs and Brake Valves, of which the following is a specification.

This invention relates to train control ap paratus, land more particularly to apparatusv for automatically operating the air brake stem of a train to effect an application of vt e brakes thereon; and has special reference to the rovison of such an apparatus in which t e extent or amount of reduction of pressure in the brake pipe of the system is regulated and controlled when an automatic appl'cation is eiected.

prime-desideratum of my present 1nvention comprehends the provision of an apparatus forrcontrolling the exhaust ofair from the brake pipe o an air brake system when an automatic applicationof the brakes is made so that only that reduction necessary to apply the brakes on the train is obtained,

andso that any continued reduction is automatically prevented. My present invention has particular applicability to the train control system disclosed in my copending application Serial No. 292,548 of May 25, 1919, in which the movement of a train is automatically controlled froii the roadside so that an automatic application o f the'braltes of the train is made under unsafe roadside conditions. In the operation of the system. for controlling 'the movement of the train under unsafe conditions, a normally closed brake pipe valve is automatically opened, opening the brake pipe to exhaust to effect the reduc-` 40 tion in pressure-of the air therein to produce the a plication `of the brakes. 'In the preferre operation of this system the thus opened brake pipe valve is maintained open until safe running conditions of the train are restored` the brake pipe thus being o ned to exhaust for an extended period. of"l time, this resulting in a continued exhausting of the air in the brake pipe beyond that point necessary fo'r application of the brakes which is undesirable in practice. B v my present invention, I ropose to automatically regulate or control t ie reduction of'pressure in the brake pipe so that when the brake pipe' valve is automatically opened and n'tajnf-r tained open the exhaust is so autonilatically controlled that only a given or fixed reduction of brake ipe pressure is obtained, after which the ex aust is closed to obviate any further and unnecessary reduction in -brake pipe ressure.

The principal objects of myepresent inven- 4 tion may be said to include, ides the provision of an apparatus for controlling the ,exhaust of the brake pi e when an automatic application of the bra es is made; the furf ther cprovision of an electromagnetically,op erate brake lpipe valve maintained closed under norma running conditions of the trairr and automatically o rated under unsafe running conditions o the train' to open the brake pipe to exhaust associated with an exhaust control valve for opening the exhaust when the brake ipe valve is opened and for closing the exliaust after agiven reduction of brake pipe pressure has been ,attained; the 'further provision of a` combined reservoir, brake valveV and exhaust control `valve so inter-related that when the train is running under unsafe roadside oonditions thev reservoir valve will be operated to close communication between thefehgiiemans brake valve and the main reservoir and the brake pipe valve will be operated to open communication between the brake pipe and the exhaust and the exhaust control valve will bc governed'to permit a predetermined reduc-tion in the pressure ofthe; brake pipe ofthe' airbrake system; the still further provision of a combined reservoir and brake valve .and exhaust control valve 4in which reservoir pressure is employed for'oontrol- 'ling the., operation of the combined reservoir an brake valve 4and the exhaust control valve; the further provision of an exhaust control-valve operative to avoid an automaticapplication of the brakes'iprovding the necessity for rctarding or stopping the vehicle is recognized and appropriate action therefor has been taken by the engineman; and the still4 further provision of an appara' tus of this nature in which the arts are inter-related by simple laws to elect a simple construction operating -in an eicient manner.

To .the acomplshment of the foregoing and suclf" other objects as may hereinafter Diwali niontsnud their as hereinafter particularly described and sought to he defined in the claims, reference T v invention consists in the felerelation one to the other,f

being had to the accompanying drawing which shows referred-embodiments of my invention, and in which:

Fig. 1 is a view of one form of my invenL tion with parts shown in section, and

Fig. 2 is 'a view of a modification with partsshown in section. i Referring now more in detal to the drawings, and to Fig. 1 thereof, my invention comprises in its preferred form a combined reservoir and brake valve A o erative for normall opening communication between the main reservoir :and the enginemans brake valve of an air brake system and for normally closing communication between the brake pipe and exhaust and operable under unsafe running conditions ofthe train for closing communication between the main reservoirand the .enginemans brake valve 'and for o ening the brake A pipe to atmos an exhaust control valve Bcophere, an

operating with the reservoir and brake valve A for controlling or regulating theA exhaust of the Vbrake pipe so reduction in pressuiein had when the reservoir and brake valve A is o perated-under saidnnsaie running condition. Y.

"The combined-reservoir and brake valve A in its referred orm comprises a easing 10prov ed with the intercommunicating that a predetermined chambersll and 12, the .ntercommunication the of which isY controlledbya valve including the valve head 13 and the valve seat 14 therefor, the chamber 11 beingconnectedl for oommuncatlgltwith the mam reservoir, -(not shown)l by means of the reservoir pipe. 15, and th chamber 12 bein connected for coinmunication with the enginemans brake valve (notl shown) by way of the pipe 16 these parts comprising the means vforcontrolling the communication between the main reservoir and the enginemanfs bra'ke valve. The casing 10 is further provided'with the inter,- communi'cating chambers 17 and 18, the intercommunication ofV which isloon'trolled by a valve including' the valvel head '19,and the valve seat v20 therefor, thcpc'hamber 17 being connected for eomrminicatfion to the brake pipe 2l of the air brake system', and

chamber lbeing connected for co'mm'unication to an exhaust pipe 22,' these parts comprising the brake pipe valve for controlling the opening and Vc osing of the.,brak'e ipe. In the preferred construction4 the valves 13-1 4 and 19-20 are simultaneously operated the valve heads 13 and 19`being preferably inounted on asingle valve 'stem 23I andoserat'ed so that under nobr'mal runningjeonr ition's' the valve 13-14 is open to permit-the How of air from the mainl reservoir to the enginemans vbrake valve, and the valve 19--20 normally closed to maintain the, brake pipe closed, his condition (if operation being shown in Fig. '1 of the drawings,

the brake pipe is and so that under unsafe running conditions of the train when an application of the brakes'is desired to be eli'ected, the valve 13 will be closed to close communication between the main reservoir and the enginemans brake valve, and the valve 19 will be opened to 'open 'the brake pi e to exhaust.

-For automatically contro ling the operation of the combined reservoir and brake valve, I provide pneumatic and electro-responsive means cooperating to hold the parts in the condition shown in Fig. 1 under normal running conditions and to actuate the same to effect an application of the brakes vunder unsafe running conditions, the said means comprising the s aced diaphragms 24 and 25 fixed to theV va ve stem 23, the diaphragm 25 being arranged so as to be made onsive to the action of an electromagnetical'ly controlled primary valve 26 controlling the How of reservoir air from a pipe 27 connected at one end, as at 28, to the chamber 1 1, and at the other end to an air chamber29 underneath the diaphra in 25, the air `under normal conditions owing` from the reservoir pipe 15 and the chamber 11 to and through the pi e 27, a channel 30 communicating therewit a chamber 31 above the primary valve, port `by the valve head 33 of thesaid primary valve, and a channel 34 opening into the chamber 29, the primary valve26 being to this end held in ascended position for opening the ort 32 by means of an electromag- 4net 35'w iich is normally energized to mainsmaller diaphragm 24 and the weight of the valve parts.

`VVhenthe electromagnet 35 is deenergized, as in response to an unsafe roadside condition, the primary valve 26 is moved to descended position with the valve head 33 thereof closingthe port 32 for closing communication betweenthe reservoir pipe 15 and the chamber 29, and for opening a port ''controlledby a second valve head 38 which is normally in closed condition, as shown in Figfl of the drawings, and which .under the unsafe roadside `conditions is opened to connect the channel 34 to a chamber 39 by way o'f the port 37, the said chamber 39 being open to atmosphere by way of the ducts 40. Byv thelprovsionof this construction, it will therefore be seen that upon deenergizaton of the electromagnet 3 5 the chamber 29 is closed tothe reservoir and is opened to exhaust, so that the weight of the valve parts andthe pressure voperative on the diaphragm 24 move the valve parts to descended position for etlecting the closingcontinued and unnecessary pressure reduc` tion. To this end the exhaust control valve B hereinbefore referred to is provided, this4 valve being connected to control the exhaust and being governed `by-air under reservoir pressure and comprising a casing 41 vprovided with an exhaust chamber 42, an intermediate neutral chamber 43, and a pressure chamber 44, vthe casing being subdivided into these chambers' by means'of the diaphragms 45 and 46 carried by a valve stem 47 provided at one end with' a valve head 48 controlling a-port 49 open to atmosphere by way of the ducts 50. The chamber 42 is connected for communication with the exhaust line 22, and th chamber 44 is connected for open Comunication with the reservoir pipe 15 by means of th pipe linel 51.

Under normal conditions of operation, the valve 48 ils closed for closing the chamber 42, the valve stem 47 being held in ascended position by means of the reservoir air pressure in chamber 44 acting on the diaphragm 46 and the pressure of a spring 52, t e cpmpression of which is preferably made adjustable' by means of the adjustable screw 53, the combined pressure of the air and the spring acting on 'the diaphragm 46 for sustaining the valve and its parts in closed condition. When't'h'e reservoir and brake valve A is automaticall o erated to efl'ect the application of the bralies, the brake pipe air from the brake pipe 21 exhausts by way of 'the exhaust line 22 into the chamber 42, the

pressure of this air being exerted on the diaphragm 45 for opposing the pressure active on the diaphragm 46, the relative sizes of the diaphragm being such that under these conditions vthe valve parts are iiioved to deseeiided position to open thc valve poi't 4!) and permit the air to exhaust to atmosphere by way of the ducts 50. This flow of air to atmosphere continues until the pressure in the. chamber 42 on the upper diaphragm 45 is less than that of the combined pressure active on the diaphragm 46. and when this point. is reached the valve 48 and the valve parts are forced upwardly to close the port 4*.) and prevent :in v further exhaust from taking place. 'With this construction, therefore, it will be seen that a certain prescribed or predetermined reduction of brake pipe air may be made,` sufficient to apply the brakes on the train, and that when the desired reduction is made, an further wasteful reduction is obviated. ll will be further seen that by adjusting the compression of the spring 52, the amount of reduction may be predetermined and varied so that the apgli ratus may be set for whatever reduction is esired, as for example, ten, fifteen or twenty-five pounds. Another advantage of this construction resides in the fact that if the engineman operates the train properly applying the brakes when necessary, no automatic application will take place.

Referring now to Fig. 2 of the drawings, wherein I show a modified form of my 1n vention, the apparatus comprises a. combined reservoir and brake valve A and an exhaust control B cooperating therewith.

The combined reservoir and brake valve AMin this form of my invention is preferably 'of the same construction as the combined reservoir and brake valve A heretofore described, comprising the casing 10 having parts identical with those shown in Fig. 1, the like part/5 being indicated by primed reference characters, the said comined valve being connected to the reservoir pipe 15', to the pipe 16 running to the enginemans brake valveand the brake pipe 21' as in the form shown in Fig, 1.

In the form of my invention shown in Fig.y

2, I control the exhaust through the pipe 22' in such a manner that the reduction 1n brake pipe pressure can always be made irrespective of the value of air pressure in the brake pipe at any time; and to this end the exhaust control valve B' is governed coinbinedly by reservoir and brake pipe pres sure, with the brake pipe pressure made the basis on which a reduction in pressure is effected. To accomplish this, the exhaust control valve B includes a casing 54 provided w'ith the intercommunicating chambers 55 and 5G, the intercommunication of which is controlled by a valve 57 the said valve being carried by a .valve stem 58 attached to a diaphragm 59 on the underneath side of which is provided a chamber 60, the u chamber G0-being connected by means of a pipe line 61 to a channel 62 communicating with the port 32. and the chamber 56 being connected bynieans of the pipe line 63 to the brake. pipe 21. 'With this construction,- it will be seen that. under normal conditions the chamber 60 is supplied with air under reservoir pressure fiowing from the reservoir pipe 15 through the pi e 27', the channel 30', the chamber 31' an port 32', eliannel^62 and pipe 61; and the air in the chamber 56 is under brake pipe pressure, air from tlre b'rakepipe21' flowing through the pipe 63 into the chamber 56, the differopening the ence in pressure in the chambers causing the. diaphragm 59 to move upwardly for same o en so that the tchamber 55 is supplied with air under brake ipe pressure.

The exhaust co'ntro valve B' is further p'ovided with intercommunicating chamrs 64 and 65, intercommuiiication between which is controlled by a valve 66 fixed to a the chamber 55 acts upon the diaphragm 68 to move the valve 66 and its attached parts to rascended position to close communication between `the Ychambers 64 and 65, the action of thev pressure in counter to the combined action ofthe Weight of the valve arts, the compressive force o l a spring 70 w ich is active on the valve head l to'open the brake pipe 21 valve Vhead 66 so -is open to the chamber 64 and to atmosphere.`

phere through 66 to tend to 'open the same. and the compression of which is adjustable by means of thescrew cap71, and air at low pressure which is trapped in the chamber 65. When the reservoir and brake valve A is operated to exhaust, the air in the brake pipe flows from the brake pipe 21'. through the chambers 17' and 18' to and through the exhaust line 22' tothe chamber 65, this air under brake pipe pressure' being operative on the upper side of the diaphragm `spring 70 and the weight of the parts m o position to the brake pipe pressure in the -efiamber 55 to e'ect the opening of the thatthe exhaust line 22' Simultaneously with this action, as the primary valve 26' is moved to descended positionp'the pipe 61 and channel 62 are closed to reservoir pressure' and open to atmostlie chamber 39 40', resultin in 'the exhausting of' the air in the cham er 60 for eii'ecting the closing ofthe valve 57, and the trapping of air the chamber 55. With the valve 57 closed and the valve 466 opened under this conditionof operation,

the air from the brake pipe 21 continues to exhaust until the pressure therein assisted by the compressive force of the spring 70 and the weight of the valve parts is less than the air under brake pipe pressure trapped in4 the chamber 55, at which time the diaphragm 68 will be actedvupon by the greater pressure in the chamber 55 to again close or reset the valve 66 so that any further reduction in pressure in the brake pipe is obviated, a predetermined reduction in valve 57 and maintaining they the 4chamber 55 being"` 68`to assist the action of the, p

duction of tlicsame.

ervoir pressures pressure in the brake pipe being thus ob'- tained.

With this construction shown in Fig. 2, itY

will be further seen that when the parts are again actuated to assume normal operatin conditions, the chamber 60 is again opene to reservoir pressure to effect the opening of the valve 57 sothat the chamber 55 is sup` lied with air under brake ipe pressure as 1t then exists. It will there ore be seen'that the brake pipe pressure istakenv as a basis or standard for control of the exhaust, and

since at any 4initial action of the exhaust' control valve the air in' the chambers 55 and at opposite sides of the diaphragm 68, is at the same pressure, the compression spring controlsthe amount of ,reduction to be obtained, and this may-be regulated to veffeet an given reduction desired, Such as'for examp e fifteen, twenty .or twentyi-iive pounds. t

The use and operation of my exhaust control reservoir and 'brake valve willfin the main b'e fully apparent from Athe above def tailed description thereof. It willj-be apparent that when automatic application of the brakes is made, responsive to' unsafe runningeonditions `of the train, in -addition to operating the valve 13 or 13- of the combined reservoir and brake valve A or A to close intercommunication between the main 4 reservoir and thel enginemans brakevalve, the valve 19 or 19 is operated f or opening the brake )ipe 21or214 tothe exhaust'line 22 or 22', t e exhaust being controlled by the'V enhaustcontrol valve B or B to effect a given or prescribed reduction inthe brake It willbe further seen that the amount of reduction in the brake pipepressure may be regulated or varied to suit the di'erent operatino conditions met with in service by the adjustment of the compression spring 62 or 70, this being fixed for any desired operating conditiom While 1 have shown my device in the prefer ed forms, it; will be obvious that many changes and modifications may be made in the 'structure disclosed without defparting de ned in the following claims.

I claim: l

from the spirit of the invention,

1. In a train control apparatus, in combination with the main reservoirand brake ipe of an air brake system, means for openipe pressure andtoprevent a continued rellt mf' the brake pipe to exhaust to effect an ap.-

pli-cation of the brakes, and an exliaust.con

trol mechanism connected to the said means in the line of exhaust and having connections to the brake pipe and main reservoir to be governed by brake pipe and main resfor automatically controlling the said exhaust to e'ect a predetermined reduction of pressure in thesaid brake pipe.

2. In a train control apparatus, in combinationwith the main reservoir and brake pipe of an lair brake system, a normally closed valve operable for opening the brake 5 pipe to exhaust to effect an application of the brakes, 'and an exhaust control mechanism connected to the said valve in the line of exhaust and having connections to the brake pipe and main reservoir to be gov- !0 erned by brake pipe and main reservoir pres- -sures for automatically controlling the saidl exhaust to eii'ect a predetermined reduction of pressure in the said brake pipe.

3. In a train control apparatus, in combination with the main reservoir and brake and an exhaust control mechanism connected pi e of an air brake system, a normally clo ed valve operable for opening the brake pipe to exhaust to effect an application of the brakes and for maintaining 'the same open,

Yto the said valve in the line of exhaust and having connections to, the brake pi main reservoir to be governed by bra e pipe and main reservoir pressuresfor automati call controlling the said exhaust to effect a pre etermined reduction of pressure in the saidbrake pipe.

4. In a 4train control apparatus, in com# bination with the main reservoir and brake pipe of an air brake system, means for main reservoir and controlled b opening thebrake pi e to exhaust to effect an application of the rakes, and an exhaustH control mechanism connected -to the said means in the line of exhaust and having l 35 connections to the brake puipe and main reservoir to be governed b rake pipe and main reservoir pressures or automatically controling the said exhaust to effect a constant change in the reduction of brake pi pressure irrespective of4 variations in t e said brake pipe pressure.

5. In a tram control apparatus, in combination with the main reservoir and brake pipe of an air brake system, means for openin the brake pi e to exhaust to e'ect an app ication of the brakes, and mechanism having-connections to the. brake pi and t e air ressues therein for automatica y controlin the said exhaust, the said mechanism 'inc uding means for opening the exhaust to rake pipe is opened a prescribed reduction of brakepipe pressure has been e'ected. Y

6. In riti-ain control apparatus, in combination with the main reservoir and brake pipe of an air brake system, a normally closed valve for opening the brake -pi to exhaust to eii'ect lan application o Vthe brakes, 'and mechanism having connections'.

to the brake pipe and main reservoir `and control'ed by theV air pressures therein 'for automatically controlling the said exhaust, the said mechanism including means for mechanism having connections to the brake ipe and main rervoir and controlled y the air ressures therein for auto, matically controllm the said exhaust, the said mechanism inc uding means for openin the exhaust to atmosphere when the va ve means,is opened and operative for closing .the exhaust after a prescribed reduction of brake pipe pressure has been eected.' V

8. Inla train control apparatus, in oombination with the main reservoir and.brake pipe of an air brake system, means for opening the'brake pipe to exhaustV to eti'ect an ap lication ofy the brakes, and mechanism n e endent of and connectedt'o said means and avingf connections'to the brake pipe and main reservoir andl controlled by t e air ressurestherein for automatically control ing the said exhaust, thesaid mechanism including means for openinthe exhaust to atmosphere when the bra e opened and operative for closing t e exhaust after a prescribed reduction of brake pipe rassure as been effected.l

9. n a train control apparatus, in combination with'the main reservoir and brake pipe of' auf a' brake system, 'a normally closed valv cane for opening the brake pipe to e ust to e'ect an application of the brakes;4 and mechanism connected to the valve means and having connections to the brake pipe and main reservoir and controlled by the air ressurestherein for automatically contro ng the said exhaust',-l thev said mechanism including normally closed valve means for p penin'g the exhaust to atmosphere when ve brake 1s opened and operative for clos' the aust after a prescribed reduction o brake pipe pressure has been eiected.

. 10. In a train control apparatus, in combination with the brake pipe of an air brake system, means for opening` the brake pipe e ipe system, means oropening lclose the reservoir valve and matically controlling the said exhaust coinrisng instrumentalities opening the exaust to atmosphere when the brake pipe is opened operative for closing the exhaust after a prescri reduction of brake pipe ressure has been e'ected.

12. In a train control apparatus, in conibinaton with the brake pipeof an air brake' system, means for opening the brake pi to exhaust to elect an a plication of t e brak and provisionsl or automatically contro ling the said exhaust to effect a constant change in the reduction of brake pipe pressure irrespective of variations in tie said brake pipe pressure. A

13. In a train control apparatus, in com: bination with the brake pipe of an air brake the brake pi e to exhaust to elect an a plication ot e4 brakes, and provisions or automatically controlling the said exhaust to ellect a reduction in the brake pipe pressure to a predetermined constant quantity. 14. In a train control ap arat'usfor use in combinatipn with an air rake system, a normally open reservoir valve located be-l tween the reservoir aiid the engineers brake. valve, a normally closed brake pipe valve" l means for simultaneouslyactuatingy thgl valves to close the reservoir valvean to open the brake pipe yalve to exhaust to ef ect an a plication of the brakes,and pro, visions or 'automatically controlling, the said exhaust to eiect a predetermined re-4 duction oi pressure in the brake pipe.

15. In a train control apparatus for use. in combination with an air rake system, a' normally open reservoir valve located between thereservoir and the .engineers brake valve, a normall closed brake pipe valve', electromagnetica ly controlled provisions for simultaneously actuating the valves to close the reservoir valve and to open the i. brake pipe valve to exhaust to effect anapplication of the brakes, .and provisions for automatically controlling the said exhaust to eieet a predetermined reduction of pressure in the brake pipe. 16. In a train control apparatus for use in combination with anv air rake system, a normally open reservoir valve `located between the reservoir and the engineerfs brake valve, a normall closed brake pipe valve, electromagnetica ly controlled provisions for simultaneously actuating the valves to to open the brake pipe valve to exhaust to effect an 111-' plication of the brakes, amlanexliaust coritrol valve for automatically eontiolling thc said exhaust to elect a predetermined reduction of pressure iu the brake pipe.

17. In a train controlap Jaiatus for usc in combination with an air rake system, a normall open reservoir valve located be tween t e reservoir and the engineers brake lor automatically controlling 'lnieans for simultaneously actuating:

valves to close the reservoir. :valve and open valve, a. normally closed brake pipe valve, means' for, simultaneously; actuatine the valves to close the reservoir valve and o en the brake pipe valve to exhaust to e ect an application of the brakes, and provisions the said exhaust comprising instrumentalities opening the exhaust to atmosphere when the brake 'ipe lis opened, operative for closing the exaust after a rescribed reduction of brake -pipe pressure as been e'ected.

18.` In a train control apparatus for use in combination with an air brake system, a normally open reservoir valve located be tween the reservoir and the engineers brake valve, a normall closed brake pipe valve,

4electi ')iiia neticaV ly controlled valve means for Asimultaneously y tuating the valves to close the reservoir valve and open the brake pipe valve `to exhaust to elect an application of the brakes, and an exhaust control valve for automatically controlling the said exhaust comprising finstrumentalities opening vthe exhaustto-atmosphere when the brake pipe is opened, operative for closing the exaust after a rescribed reduction of brake pipe-.pressure as been effected.

3,19. In. a -train .control apparatus for, use in combinationwi-th anair brake system, a normally openreservoir valve located between the reservoirand the engineers brake val-ve,l a normally 'closed brake pipe'valvc, means for simultaneously =actuating the valves to close the reservoir valve and to open the brake pipe valve to exhaust to effeet an application of' the brakes, and adjustable provisions for automatically controllingthe said exhaust to eil'ect a prede termined reduction of pressure in the brake pipo.

20. In a train control apparatus for use in combination with an air brake system, a normally'open reservoir valve located .be-

` tween the reservoir and the engineers brake valve, a normally closed brake ,pipe valve, means for simultaneously actuating the valves to close the reservoir valve and open the' brake pipe valve to exhaust to effect an application of the brakes, and provisions for auto ltically controlling the said'ehaust to elf 'ct a constant change in the reduction of brake pipe pressure irrespective of variations in the brake pipe pressure.

21.V In a train controlA apparatus for use in combination with an air brake system, a normally open reservoir valve located between tlie reservoir and the ,engineers brake valve, a normally closed brake pipe valve, the

the brake pipe valve toexhaustl'to effect an ap lisation-ofthe brakes, augen-haust een-1- tio valve connected to be governed by y closethe ex reservoir (pressure. to normall haust an permit the saietonpenzupon 13 l is not alrea i 4mission of uid at brake .'duction in opening of the brake pipe valve and to again close .the same after a predetermined reduction of the brake pipe pressure has been effected.

22. In a train control apparatus for use in combinationA with an air brake system, a noi-melig7 open reservoir valve located between t e reservoir and the engineers brake valve, a normally closed brake pipe valve, means for. simultaneouslyY actuatin the valvcs'to close the reservo1r va1ve an open the brake pipe valve to exhaust to eect an application of the brakes, an exhaust control valve connected to be governed by'reservoir pressure to open upon opening of the brake pipe valve and to again close t e same after a predetermined reduction of brake pipe pressure has been efl'ected.

23. In a train control apparatus for use in combination with the reservoir and brake' pipe of an air brake system, a. normally closed brake pipe valve, means for opening the same to exhaust to effect an application of the brakes, and an exhaust control valve connected to the reservoir to be governed by reservoir pressure to openu n o ening of the brake ipe valve and to c ose a ter a predetermin reduction of brake pipe pressure has been eected.

24. In a train control apparatus for use in combination with the reservoir and brake pipe of an air brake system, a normally closed brake pipe valve, means foropening the same to exhaust to e'ect an application of the brakes, and anexhaust control valve connected to the reservoir to be governed by reservoir lpressure to normally close the ex haust an permit the same to open upon o ening of the brake pipe valve and to close ater a predetermined reduction of brake pipe pressure has been elected. 4

25. In train control a paratus, in combination with the brake pipe of an air brake system, means for opening the brake pi e to exhaust to eiect an a plication of tie brakes, and provisions fldr automatically' controlling the said exhaust to e'ect a -rethe brake pipe pressure, the said revisions being active provided a reduction 1n brake pi e pressure applying the brakes gy in eiect. 26. A train brake control apparatus pomprising a valve for controlling an exhaust port, a neumatic device for o rating the said va ve, vmeans for admitting fluid at brake pipe pressure to one side of said device, a second valve forvcontrolling the adipe pressure to the opposite side of said evice, a second pneumatic device for operatin the second valve, and means for admitting fluid at brake pipe and reservoir pressures respec` tivelyfpnto opposite sides of the said second pneumatic device.

27. A. train brake control apparatus comprising a valve controlling an exhaust por't, a diaphragm device for o cratin the said valve, a port for admitting Suid at rake pipe 'pressure to one side of said device, a secon valve for controlling the admission of fluid at brake pipe pressure to the opposite side of said device, a second diaphragm device for o erating the second valve, and means for a mitting fluid at brake pipe and reservoir pressues respectively onto opposite sides of sai secon diaphragm device.

28. A train brake control apparatus comprising a normally closed valve controlling an exhaust port, a pneumatic device for To erating the' said valve, means for admitting uid at brake pipe pressure to one ,side of said device, a second and normally open valve for controlling the admission of fluid at brake pipe pressure to the opposite side of1 `said device, a second pneumatic device for v,operating the second valve, means for admitting fluid at brake pipe and reservoir pressures respectively onto opposite sides of said second pneumatic device, and means for reducing Athe reservoir pressure to open the first valve and close the second valve.

Q29. A train brake control apparatus comprising a. casing,

g an'exhaust port, a pneumatic device therein for operating the said `valve, Aa port in said casing for admitting fluid at brake pipe V"\pressure to one side of said device, a second valve-in'said casing for controlling the admission of ilu'id at brake pipe pressure to the opposite side of said device, a' second pneumatic device for operating the second valve, and ports in the'casing for admitting iluid at brake pipe and reservoir pressures respectivelyonto opposite sides of said second pneumatic device.

30. A train brake control apparatus comprisinga casing, a valve therein controlling an exhaust port, a chamberin said casing,

a pneumatic device for operating said valve l located at one side of said chamber, means for admitting fluid at brake ipe pressure to one side of said pneumatic evice, a second valve located on the opposite side of said chamber for controlling the admission of fluid at brake pipe pressure into said chamber and to the opposite side of said device, a second pneumatic device for operating the second valve, and means for admitting fluid at brake pipe'` and reservoir pressures respectively onto. opposite sides ofsaid second pneumatic device.

31. A train brake control apparatus com' prising a casing, a normally closed valve therein controlling an exhaust port, a chamber in said casing, a diaphragm device for operating said valve located at one side of said chamber, means for admitting fluid at brake pipe pressure to one side of said diaphra device, a second and normally open valve located on the opposite side of said a valve therein controlling chamber ,for controlling the admssioncf Huid at brake pipe pressure into said chamber and to the opposite side of said device, a second diaphragm device for o erating the second valve, and means fora mitting fluid at brakel pipe and reservoir pressures res eetively onto opposite sides of said secon Adiaphragm device.I

32. A train brake control apparatus comprisng sensing, a -par cnf-.communicating chambers therein separated by an exhaust port, valve control i second pair of communicating chambers in said casing, a pneumaticgdevice for operating said valve located between adJacent chambers of the dierent pairs, means for ng the exhaust port', af

admitting Huid at brake pipe pressure to one side of said pneumatic device, asgecond valve controlling second palr of chambers for controlling the admission of fluid at brake ipe pressure to the opposite side of said evice, a second pneumatic device for operating the second valve, and means for admitting iuid at brake pipe and reservior pressures respectively onto opposite sides .of said second pneumatic device.

Signed at New York city, in the county of New' York and Stateof New York, this 1st day of November, A. D. 1922.

A'RHIBALD G. sHAvER.,

the communication? between the 1,505,974.'-Archbad G. Slayer, Chgo, Ill. EXHAUST-Cumul. Rnsnnvom Arm' :um: VALVE. Patent dated August 26, 1924. Disclaimer lcd September 23, 1926, by the assignee, The Ikgan Safety Davia-,es Company, hw. Herebj' enters this disclaimer as lo c'lanns 13, 25, and 26 and further disclaims any interpretation of thatpartof claim 14, reading: md provisins for. aq'wmatically controlling-the said exhaust to e'ect a. predeterbroader than that alllm'g for thetredcternuned reduction of pressure in, the brake e said brake-pipe pressure. 926] f 

